Vehicle

ABSTRACT

A vehicle includes a body frame including a connecting bracket including a unitary connector that connects a front end of a right frame and a front end of a left frame, and an extension that extends to the front of the vehicle from the connector to be welded to a link support at a front end thereof. When the vehicle is seen from the front thereof, a weld between the extension and the link support is located on an imaginary central straight line that passes a middle upper axis and a middle lower axis above or below a turning support in an up-and-down direction of the body frame.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority to Japanese PatentApplication No. 2017-042843 filed on Mar. 7, 2017. The entire contentsof this application are hereby incorporated herein by reference.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to a vehicle including a body frame thatleans and two front wheels that are aligned side by side in aleft-and-right direction.

2. Description of the Related Art

Catalogo parti di ricambio, MP3 300 ie LT Mod. ZAPM64102, Piaggiodescribes a vehicle including a body frame that can lean and a rightfront wheel and a left front wheel that are aligned side by side in aleft and right direction. This vehicle leans to the right of the vehiclewhen it turns to the right and leans to the left of the vehicle when itturns to the left. This vehicle includes a linkage.

The linkage includes an upper cross member and a lower cross member. Thelinkage also includes a right side member that is connected to rightportions of the upper cross member and the lower cross member, and aleft side member that is connected to left portions of the upper crossmember and the lower cross member. Middle portions of the upper crossmember and the lower cross member are supported on the body frame. Theupper cross member and the lower cross member are supported on a linksupport of the body frame so as to turn about axes that extendsubstantially in a front-and-rear direction of the body frame.

The upper cross member and the lower cross member turn relative to thebody frame as the body frame leans, so that positions of the right frontwheel and the left front wheel change relative to each other in anup-and-down direction of the body frame. With the vehicle remaining inan upright state, the upper cross member and the lower cross member arelocated above the right front wheel and the left front wheel in relationto the up-and-down direction of the body frame.

This linkage supports the right front wheel and the left front wheel soas to move in the up-and-down direction of the body frame. The linkagesupports the right front wheel so as to turn about a right steering axisthat extends in the up-and-down direction of the body frame and supportsthe left front wheel so as to turn about a left steering axis that isparallel to the right steering axis.

In vehicles like the one described above, there is a situation whereforces different in magnitude are exerted on a right front wheel and aleft front wheel. For example, forces different in magnitude are exertedto the right front wheel and the left front wheel in such a situationthat the right front wheel enters a pool of water while the left frontwheel does not enter the pool of water. Alternatively, forces differentin magnitude are exerted to the right front wheel and the left frontwheel in such a state that the right front wheel rides over a stonewhile the left front wheel remains in contact with a flat road surface.

For example, when a frictional force inputted into the right front wheelfrom a road surface is greater than a frictional force inputted into theleft front wheel from a road surface during braking to slow down or stopthe vehicle, a clockwise torsional moment is exerted on an upper crossmember and a lower cross member when seen from above the vehicle. Thistorsional moment is also transmitted to a link support which supportsthe upper cross member and the lower cross member. The link support istwisted and deformed when the torsional moment is exerted on the linksupport.

The body frame of the vehicle described in Catalogo parti di ricambio,MP3 300 ie LT Mod. ZAPM64102, Piaggio includes a right frame thatextends in the front-and-rear direction of the vehicle to supportvehicle mounted components such as an engine, a rear suspension, and thelike and a left frame that extends in the front-and-rear direction ofthe vehicle to support left portions of the vehicle mounted components.A front end of the right frame is welded to a right portion of the linksupport. A front end of the left frame is welded to a left portion ofthe link support. The right frame and left frame are large frames havinggreat strength due to supporting the vehicle mounted components whichare relatively heavy. Namely, the right portion and the left portion ofthe link support are welded to the highly rigid right and left frames.Due to this, in the vehicle described in Catalogo parti di ricambio, MP3300 ie LT Mod. ZAPM64102, Piaggio, the torsional moment inputted intothe link support can be borne by the highly rigid right and left frames.

In the vehicle described in Catalogo parti di ricambio, MP3 300 ie LTMod. ZAPM64102, Piaggio, however, the right frame extends to the rightfrom the right portion of the link support and is then curved to therear, and the left frame extends to the left from the left portion ofthe link support and is then curved to the rear. The upper cross memberand the lower cross member each include a rear element that is locatedbehind the link support. These rear elements easily interfere with theright frame and the left frame when the linkage is in operation. Then,the upper cross member and the lower cross member are both attached tothe link support in locations that are spaced a large distance from theweld between the right frame and the link support and the weld betweenthe left frame and the link support in the up-and-down direction. Thistends to increase the size of the vehicle in the up-and-down direction.

SUMMARY OF THE INVENTION

Preferred embodiments of the present invention provide vehicles thatsignificantly reduce or prevent the torsional deformation of a linksupport while preventing an enlargement in the size of the vehicle in anup-and-down direction.

A vehicle according to a preferred embodiment of the present inventionincludes a body frame that leans to the right of the vehicle when thevehicle turns to the right and leans to the left of the vehicle when thevehicle turns to the left; a right front wheel that turns about a rightsteering axis that extends in an up-and-down direction of the bodyframe; a left front wheel provided to the left of the right front wheelin a left-and-right direction of the body frame and that turns about aleft steering axis that is parallel to the right steering axis; a rightshock absorber supporting the right front wheel at a lower portionthereof and that absorbs a displacement of the right front wheel towardsan upper portion thereof in the up-and-down direction of the body frame;a left shock absorber supporting the left front wheel at a lower portionthereof and that absorbs a displacement of the left front wheel towardsan upper portion thereof in the up-and-down direction of the body frame;and a linkage supporting the right front wheel and the left front wheelso as to be displaced relative to each other in the up-and-downdirection of the body frame; wherein the linkage includes a right sidemember supporting an upper portion of the right shock absorber so as toturn about the right steering axis; a left side member supporting anupper portion of the left shock absorber so as to turn about the leftsteering axis; an upper cross member supporting an upper portion of theright side member at a right end portion thereof so as to turn about aright upper axis that extends in a front-and-rear direction of the bodyframe, supporting an upper portion of the left side member at a left endportion thereof so as to turn about a left upper axis that is parallelto the right upper axis, and supported on the body frame at a middleportion thereof so as to turn about a middle upper axis that is parallelto the right upper axis and the left upper axis; and a lower crossmember supporting a lower portion of the right side member at a rightend portion thereof so as to turn about a right lower axis that isparallel to the right upper axis, supporting lower portion of the leftside member at a left end portion thereof so as to turn about a leftlower axis that is parallel to the left upper axis, and supported on thebody frame at a middle portion thereof so as to turn about a middlelower axis that is parallel to the middle upper axis; wherein the bodyframe includes a right frame that extends in at least a front-and-reardirection of the vehicle to support a right portion of a vehicle mountedcomponent other than the body frame; a left frame that extends in atleast the front- and rear direction of the vehicle to support a leftportion of the vehicle mounted component other than the body frame; anda link support that is located ahead of a front end of the right frameand a front end of the left frame to support the middle portion of theupper cross member and the middle portion of the lower cross member soas to turn; wherein a turning support to which the middle portion of atleast one of the upper cross member and the lower cross member isattached is located at a rear portion of the link support; wherein thebody frame includes a connector connecting the front end of the rightframe and the front end of the left frame, and a connecting bracketincluding a unitary extension that extends to the front of the vehiclefrom the connector and that is welded to the link support at a front endthereof; and wherein when the vehicle is seen from the front thereof, aweld between the extension and the link support is located on animaginary central straight line that passes through the middle upperaxis and the middle lower axis above or below the turning support in theup-and-down direction of the body frame.

At least one of the upper cross member and the lower cross memberattached to the turning support defines a rear cross member. This rearcross member turns about the middle upper axis or the middle lower axisthat extends in the front-an-rear direction of the body frame. Accordingto a preferred embodiment of the present invention, the weld between theextension and the link support is located on the imaginary centralstraight line that passes through the middle upper axis and the middlelower axis above or below the turning support in the up-and-downdirection of the body frame. This makes it difficult for the rear crossmember and the extension to interfere with each other, and therefore,the rear cross member is able to be disposed close to the turningsupport in relation to the up-and-down direction of the body frame whileavoiding interference thereof with the extension. As a result, the linksupport has compact dimensions in the up-and-down direction of the bodyframe. In this way, the extension and the turning support are disposedclose to each other in relation to the up-and-down direction of the bodyframe, such that the weld is located in a position near the turningsupport. The extension is connected to the highly rigid right and leftframes via the connector. This allows a portion of torsional momentinputted from the rear cross member to be transferred to the right frameand the left frame, thus making it possible to reduce the torsionalmoment that is inputted into the link support. This significantlyreduces or prevents the torsional deformation of the link support whilepreventing an enlargement in the size of the vehicle in the up-and-downdirection.

In a vehicle according to a preferred embodiment of the presentinvention, the middle portion of the lower cross member is attached tothe turning support so as to turn, and the weld is located below theturning support in the up-and-down direction of the body frame.

According to the vehicle of the present preferred embodiment, a greaterforce is easily exerted on the lower cross member from the front wheelthan from the upper cross member. Then, it is possible to significantlyreduce or prevent the torsional deformation of the link support moreeffectively by providing the weld near the turning support into which alarge torsional moment is inputted from the lower cross member.

In a vehicle according to a preferred embodiment of the presentinvention, a front portion of the extension is located between a rightedge of a right weld where the right frame and the connecting bracketare welded together and a left edge of a left weld where the left frameand the connecting bracket are welded together in a left-and-rightdirection of the body frame.

According to the vehicle of the present preferred embodiment, theextension is easily disposed in the location near the upper cross memberor the lower cross member while avoiding interference with the uppercross member or the lower cross member more effectively, thus making iteasy to prevent an enlargement in the size of the vehicle.

In a vehicle according to a preferred embodiment of the presentinvention, when the vehicle is seen from a side thereof, the front endof the right frame and the front end of the left frame is located behinda rear end of a movable range of the upper cross member or a rear end ofa movable range of the lower cross member on an extension of the middleupper axis or the middle lower axis, and at least a portion of theextension is located ahead of the rear end of the movable range.

In contrast to preferred embodiments of the present invention, when theright frame and the left frame are welded directly to the link support,the upper cross member or the lower cross member has to be disposed in aposition spaced away from the right frame and the left frame in theup-and-down direction. This is because interference of the upper crossmember or the lower cross member with the right frame and the left frameis to be avoided. In preferred embodiments of the present invention,however, since the extension is located near the turning axis of theupper cross member or the lower cross member, the extension is locatednear the upper cross member or the lower cross member in the up-and-downdirection while avoiding interference of the extension with the uppercross member or the lower cross member. This prevents an enlargement inthe size of the vehicle in the up-and-down direction.

In a vehicle according to a preferred embodiment of the presentinvention, the turning support may also be monolithic or unitary withthe connecting bracket.

According to the vehicle of the present preferred embodiment, the numberof parts is reduced.

In a vehicle according to a preferred embodiment of the presentinvention, the connector may include a right wall connecting a frontportion of the right frame and a rear portion of the extension; a leftwall connecting a front portion of the left frame and the rear portionof the extension; a rear wall connecting the front portion of the rightframe and the front portion of the left frame; and a lower wallconnecting a lower portion of the right wall, a lower portion of theleft wall, and a lower portion of the rear wall, or an upper wallconnecting an upper portion of the right wall, an upper portion of theleft wall, and an upper portion of the rear wall; and a second spacethat opens upwards or downwards is defined by a rear portion of theextension, the right wall, the left wall, the rear wall, and the lowerwall or the upper wall.

According to the vehicle of the present preferred embodiment, providingthe second space in the connecting bracket reduces the weight thereof.

In a vehicle according to a preferred embodiment of the presentinvention, when the vehicle is seen from thereabove, a front portion ofthe right wall is located to the left of a rear portion thereof, and afront portion of the left wall is located to the right of a rear portionthereof.

According to the vehicle of the present preferred embodiment, the frontportion of the right wall and the front portion of the left wall aredisposed close to the upper cross member or the lower cross member whileavoiding interference thereof with the upper cross member or the lowercross member, thus making it easy to prevent an enlargement in the sizeof the vehicle.

In a vehicle according to a preferred embodiment of the presentinvention, the right frame may include a right upper frame extending inat least the front-and-rear direction of the vehicle, and a right lowerframe located below the right upper frame and extending in thefront-and-rear direction of the vehicle; the left frame may include aleft upper frame extending in at least the front-and-rear direction ofthe vehicle, and a left lower frame located below the left upper frameand extending in the front-and-rear direction of the vehicle; a frontportion of the right upper frame and a front portion of the left upperframe is connected to an upper portion of the link support via an upperbracket; the upper bracket may include a right upper insertion hole intowhich the front portion of the right upper frame is inserted and a leftupper insertion hole into which a front portion of the left upper frameis inserted; the connecting bracket may include a right lower insertionhole into which a front portion of the right lower frame is inserted anda left lower insertion hole into which a front portion of the left lowerframe is inserted; and the upper bracket and the connecting bracket isconnected together by a right vertical frame extending in theup-and-down direction of the body frame and a left vertical frameextending in the up-and-down direction of the body frame and located tothe left of the right vertical frame.

According to the vehicle of the present preferred embodiment, theconnecting strength of the upper bracket and the connecting bracket isenhanced by the right vertical frame and the left vertical frame, thusmaking it easy to fix relative positions thereof to the right upperinsertion hole, the left upper insertion hole, the right lower insertionhole, and the left lower insertion hole. This enhances the workingefficiency in inserting the respective front portions of the frames intothe corresponding insertion holes.

In a vehicle according to a preferred embodiment of the presentinvention, in relation to a left-and-right direction of the vehicle, aright end of the extension is located to the left of a right end of thelink support, and a left end of the extension is located to the right ofa left end of the link support.

According to the vehicle of the present preferred embodiment, inrelation to the left-and-right direction of the body frame, since theextension is thinner than the link support, it is easier to avoidinterference of the extension with the upper cross member and the lowercross member.

The above and other elements, features, steps, characteristics andadvantages of the present invention will become more apparent from thefollowing detailed description of the preferred embodiments withreference to the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view showing an entire vehicle according to a preferredembodiment of the present invention as seen from a left side thereof.

FIG. 2 is a front view showing a front portion of the vehicle shown inFIG. 1.

FIG. 3 is a side view showing a left shock absorber and a left frontwheel.

FIG. 4 is a plan view showing the front portion of the vehicle shown inFIG. 1.

FIG. 5 is a plan view showing the front portion of the vehicle shown inFIG. 1 when the vehicle is steered.

FIG. 6 is a front view showing the front portion of the vehicle shown inFIG. 1 when the vehicle is caused to lean.

FIG. 7 is a front view showing the front portion of the vehicle shown inFIG. 1 when the vehicle is caused to lean while being steered.

FIG. 8 is a perspective view of a body frame.

FIG. 9 is a sectional view of a link support.

FIG. 10 is a side view of a connecting bracket.

FIG. 11 is a top view of the connecting bracket.

FIG. 12 is a front view of the connecting bracket.

FIG. 13 is a rear view of the connecting bracket.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to the accompanying drawings, preferred embodiments of thepresent invention will be described in detail below.

In the accompanying drawings, an arrow F denotes a forward direction ofa vehicle. An arrow B denotes a rearward direction of the vehicle. Anarrow U denotes an upward direction of the vehicle. An arrow D denotes adownward direction of the vehicle. An arrow R denotes a rightwarddirection of the vehicle. An arrow L denotes a leftward direction of thevehicle.

A vehicle turns with a body frame being caused to lean to the left orright of the vehicle from a vertical direction. In addition to thedirections relative to the vehicle, directions relative to the bodyframe are defined. In the accompanying drawings, an arrow FF denotes aforward direction of the body frame. An arrow FB denotes a rearwarddirection of the body frame. An arrow FU denotes an upward direction ofthe body frame. An arrow FD denotes a downward direction of the bodyframe. An arrow FR denotes a rightward direction of the body frame. Anarrow FL denotes a leftward direction of the body frame.

In this specification, a “front-and-rear direction of the body frame,” a“left-and-right direction of the body frame” and an “up-and-downdirection of the body frame” include a front-and-rear direction, aleft-and-right direction, and an up-and-down direction based on the bodyframe as viewed from a rider who rides the vehicle. A “side of the bodyframe” includes a right side of the body frame or a left side of thevehicle body.

In this specification, “extending in the front-and-rear direction of thebody frame” includes extending in the front-and-rear direction of thebody frame while being inclined with respect to the front-and-reardirection of the body frame and includes extending in the front-and-reardirection of the body frame while being inclined more towards thefront-to-rear direction than towards the left-to-right direction and theup-to-down direction of the body frame.

In this specification, “extending in the left-and-right direction of thebody frame” includes extending in the left-and-right direction of thebody frame while being inclined with respect to the left-and-rightdirection of the body frame and includes extending in the left-and-rightdirection of the body frame while being inclined more towards theleft-and-right direction than towards the front-and-rear direction andthe up-and-down direction of the body frame.

In this description, “extending in the up-and-down direction of the bodyframe” includes extending in the up-and-down direction of the body framewhile being inclined with respect to the up-and-down direction of thebody frame and includes extending in the up-and-down direction of thebody frame while being inclined more towards the up-and-down directionthan towards the front-and-rear direction and the left-and-rightdirection of the body frame.

In this description, an “upright state of the vehicle” or the “vehiclestands upright” includes a state in which the vehicle remains notsteered and the up-and-down direction of the body frame coincides with avertical direction. In this state, the direction of the vehiclecoincides with the direction of the body frame. When the vehicle isturning with the body frame caused to lean to the left or right from thevertical direction, the left-and-right direction of the vehicle does notcoincide with the left-and-right direction of the body frame. Theup-and-down direction of the vehicle does not coincide with theup-and-down direction of the body frame. However, the front-and-reardirection of the vehicle coincides with the front-and-rear direction ofthe body frame.

In this description, “rotation or rotating” means that a member isdisplaced at an angle of 360 degrees or more about a center axisthereof. In this description, “turn or turning” means that a member isdisplaced at an angle of less than 360 degrees about a center axisthereof.

Referring to FIGS. 1 to 7, a vehicle 1 according to a preferredembodiment of the invention will be described. The vehicle 1 is drivenby power generated from a power source and includes a body frame thatleans and two front wheels which are aligned side by side in aleft-and-right direction of the body frame.

FIG. 1 is a left side view of the vehicle 1 as viewed from the leftthereof. The vehicle 1 includes a vehicle main body 2, a pair of leftand right front wheels 3, a rear wheel 4, a linkage 5, and a steeringforce transmission 6.

The vehicle main body 2 includes a body frame 21, a body cover 22, aseat 24, and an engine 25. In FIG. 1, the vehicle 1 is in an uprightstate. The following description which will be made with reference toFIG. 1 is based on the premise that the vehicle 1 is standing in theupright state.

The body frame 21 extends in a front-and-rear direction of the vehicle1. The body frame 21 includes a headpipe 211 (refer to FIG. 4: anexample of a rear shaft support) and a link support 212 (refer to FIG.4: an example of a front shaft support).

The headpipe 211 supports an upstream side steering shaft 60, which willbe described below, so as to be turnable. The headpipe 211 extends in anup-and-down direction of the body frame 21. The link support 212 islocated ahead of the headpipe 211 in the front-and-rear direction of thevehicle 1. The link support 212 supports the linkage 5 so as to beturnable.

The body frame 21 supports the engine 25 behind the headpipe 211 in thefront-and-rear direction of the vehicle 1. The engine 25 supports therear wheel 4 so as to swing up and down. The engine 25 includes a powersource such as an engine or an electric motor with a battery and adevice such as a transmission. The power source generates force to drivethe vehicle 1.

The body cover 22 includes a front cover 221, a pair of left and rightfront fenders 223 and a rear fender 224. The body cover 22 is a bodyelement which covers at least a portion of body elements which aremounted on the vehicle 1 such as the pair of left and right front wheels3, the body frame 21, the linkage 5 and the like.

The front cover 221 is disposed ahead of the seat 24. The front cover221 covers the linkage 5 and at least a portion of the steering forcetransmission 6.

At least portions of the pair of left and right front fenders 223 areboth disposed directly below the front cover 221. At least portions ofthe pair of left and right front fenders 223 are disposed directly abovethe pair of left and right front wheels 3, respectively.

At least a portion of the rear fender 224 is disposed directly above therear wheel 4.

At least portions of the pair of left and right front wheels 3 aredisposed directly below the front cover 221.

At least a portion of the rear wheel 4 is disposed below the seat 24. Atleast a portion of the rear wheel 4 is disposed directly below the rearfender 224.

FIG. 2 is a front view of the front portion of the vehicle 1 as viewedfrom the front of the body frame 21. In FIG. 2, the vehicle 1 isstanding in the upright state. The following description which will bemade with reference to FIG. 2 is based on the premise that the vehicle 1is standing in the upright state. FIG. 2 shows the front portion of thevehicle 1 as seen through the front cover 221 that is indicated bydashed lines.

The pair of left and right front wheels 3 include a left front wheel 31and a right front wheel 32. The left front wheel 31 and the right frontwheel 32 are aligned side by side in a left-and-right direction of thebody frame 21. The right front wheel 32 is provided to the right of theleft front wheel 31 on the body frame 21.

The vehicle 1 includes a left shock absorber 33, a right shock absorber34, a left bracket 317, and a right bracket 327.

FIG. 3 is a side view showing the left shock absorber 33 and the leftfront wheel 31. The right shock absorber 34 and the left shock absorber33 are laterally symmetrical with each other, and therefore, referencenumerals denoting the right shock absorber 34 are also shown in FIG. 3.As shown in FIG. 3, the left shock absorber 33 is preferably a so-calledtelescopic shock absorber. The left shock absorber 33 includes a leftfront telescopic element 331, a left rear telescopic element 332, and aleft inner connector 337.

The left front telescopic element 331 includes a left front outer tube333 and a left front inner tube 334. A lower portion of the left frontinner tube 334 is connected to the left inner connector 337. An upperportion of the left front inner tube 334 is inserted into the left frontouter tube 333. An upper portion of the left front outer tube 333 isconnected to the left bracket 317. The left front inner tube 334 isdisplaced relative to the left front outer tube 333 along a leftextension and contraction axis c that extends in the up-and-downdirection of the body frame 21. The left front telescopic element 331extends and contracts in the direction of the left extension andcontraction axis c as a result of the left front inner tube 334 beingdisplaced relative to the left front outer tube 333 along the leftextension and contraction axis c.

At least a portion of the left rear telescopic element 332 is locatedbehind the left front telescopic element 331. The left rear telescopicelement 332 includes a left rear outer tube 335 and a left rear innertube 336. The left rear outer tube 335 and the left front outer tube 333are connected together so as not to move. A lower portion of the leftrear inner tube 336 is connected to the left inner connector 337. Anupper portion of the left rear inner tube 336 is inserted into the leftrear outer tube 335. An upper portion of the left rear outer tube 335 isconnected to the left bracket 317. The left rear inner tube 336 isdisplaced relative to the left rear outer tube 335 along the leftextension and contraction axis c that extends in the up-and-downdirection of the body frame 21. The left rear telescopic element 332extends and contracts in the direction of the left extension andcontraction axis c as a result of the left rear inner tube 336 beingdisplaced relative to the left rear outer tube 335 along the leftextension and contraction axis c.

The left inner connector 337 rotatably supports a left axle 311 of theleft front wheel 31. The left inner connector 337 connects a lowerportion of the left front inner tube 334 and a lower portion of the leftrear inner tube 336 together.

The left shock absorber 33 attenuates or absorbs a displacement of theleft front wheel 31 relative to the left front outer tube 333 and theleft rear outer tube 335 along the left extension and contraction axis cby an extending or contracting action of the left front telescopicelement 331 and an extending or contracting action of the left reartelescopic element 332.

As shown in FIG. 3, the right shock absorber 34 is preferably aso-called telescopic shock absorber. The right shock absorber 34includes a right front telescopic element 341, a right rear telescopicelement 342, and a right inner connector 347.

The right front telescopic element 341 includes a right front outer tube343 and a right front inner tube 344. A lower portion of the right frontinner tube 344 is connected to the right inner connector 347. An upperportion of the right front inner tube 344 is inserted into the rightfront outer tube 343. An upper portion of the right front outer tube 343is connected to the right bracket 327. The right front inner tube 344 isdisplaced relative to the right front outer tube 343 along a rightextension and contraction axis d that extends in the up-and-downdirection of the body frame 21. The right front telescopic element 341extends and contracts in the direction of the right extension andcontraction axis d as a result of the right front inner tube 344 beingdisplaced relative to the right front outer tube 343 along the rightextension and contraction axis d.

At least a portion of the right rear telescopic element 342 is locatedbehind the right front telescopic element 341. The right rear telescopicelement 342 includes a right rear outer tube 345 and a right rear innertube 346. The right rear outer tube 345 and the right front outer tube343 are connected together so as not to move. A lower portion of theright rear inner tube 346 is connected to the right inner connector 347.An upper portion of the right rear inner tube 346 is inserted into theright rear outer tube 345. An upper portion of the right rear outer tube345 is connected to the right bracket 327. The right rear inner tube 346is displaced relative to the right rear outer tube 345 along the rightextension and contraction axis d that extends in the up-and-downdirection of the body frame 21. The right rear telescopic element 342extends and contracts in the direction of the right extension andcontraction axis d as a result of the right rear inner tube 346 beingdisplaced relative to the right rear outer tube 345 along the rightextension and contraction axis d.

The right inner connector 347 rotatably supports a right axle 321 of theright front wheel 32. The right inner connector 347 connects a lowerportion of the right front inner tube 344 and a lower portion of theright rear inner tube 346 together.

The right shock absorber 34 attenuates or absorbs the displacement ofthe right front wheel 32 relative to the right front outer tube 343 andthe right rear outer tube 345 along the right extension and contractionaxis d by an extending or contracting action of the right fronttelescopic element 341 and an extending or contracting action of theright rear telescopic element 342.

As shown in FIG. 4, the vehicle 1 includes the steering forcetransmission 6. The steering force transmission 6 includes a handlebar23 (an example of a steering force input), the upstream side steeringshaft 60 (an example of a rear shaft), a connector 80, and a downstreamside steering shaft 68 (an example of a front shaft).

The body frame 21 includes the headpipe 211 that supports the upstreamside steering shaft 60 so as to turn and the link support 212 thatsupports the downstream side steering shaft 68 so as to turn. As shownin FIG. 2, the link support 212 extends in the direction of a middlesteering axis Z that extends in the up-and-down direction of the bodyframe 21. In this preferred embodiment, a turning center (a centralsteering axis) of the handlebar 23 coincides with a turning center (arear axis) of the upstream side steering shaft.

A steering force is inputted into the handlebar 23. The upstream sidesteering shaft 60 is connected to the handlebar 23. An upper portion ofthe upstream side steering shaft 60 is situated behind a lower portionof the upstream side steering shaft 60 in a front-and-rear direction ofthe body frame 21. The upstream side steering shaft 60 is supported inthe headpipe 211 so as to turn therein.

The connector 80 connects the upstream side steering shaft 60 and thedownstream side steering shaft 68 together. The connector 80 isdisplaced as the upstream side steering shaft 60 turns. The connector 80transmits the turning of the upstream side steering shaft 60 to thedownstream side steering shaft 68.

The downstream side steering shaft 68 is supported in the link support212 so as to turn therein. The downstream side steering shaft 68 isconnected to the connector 80. The downstream side steering shaft 68 islocated ahead of the upstream side steering shaft 60 in thefront-and-rear direction of the body frame 21. The downstream sidesteering shaft 68 turns as the connector 80 is displaced. As a result ofthe downstream side steering shaft 68 turning, the left front wheel 31and the right front wheel 32 are steered or turned via a tie-rod 67.

The steering force transmission 6 transmits a steering force exerted ona handlebar 23 by the rider when operating the handlebar 23 to the leftbracket 317 and the right bracket 327. A specific configuration will bedescribed in detail later.

In the vehicle 1 according to this preferred embodiment, the linkage 5preferably uses a four parallel joint link system (also referred to as aparallelogram link).

As shown in FIG. 2, the linkage 5 is disposed above the left front wheel31 and the right front wheel 32. The linkage 5 includes an upper crossmember 51, a lower cross member 52, a left side member 53, and a rightside member 54. The linkage 5 is supported so as to turn by the linksupport 212 that extends in the direction of the middle steering axis Z.Even though the upstream side steering shaft 60 is turned as a result ofthe operation of the handlebar 23, the linkage 5 is prevented fromfollowing the rotation of the upstream side steering shaft 60 and hencedoes not turn.

The upper cross member 51 includes a plate member 512. The plate member512 is disposed ahead of the link support 212. The plate member 512extends in a left-and-right direction of the body frame 21.

A middle portion of the upper cross member 51 is connected to the linksupport 212 by a connector C. The upper cross member 51 turns relativeto the link support 212 about a middle upper axis Mu that passes throughthe connector C to extend in the front-and-rear direction of the bodyframe 21.

A left end portion of the upper cross member 51 is connected to the leftside member 53 by a connector A. The upper cross member 51 turnsrelative to the left side member 53 about a left upper axis which passesthrough the connector A to extend in the front-and-rear direction of thebody frame 21.

A right end portion of the upper cross member 51 is connected to theright side member 54 by a connector E. The upper cross member 51 turnsrelative to the right side member 54 about a right upper axis thatpasses through the connector E to extend in the front-and-rear directionof the body frame 21.

FIG. 4 is a plan view of the front portion of the vehicle 1 as seen fromabove the body frame 21. In FIG. 4, the vehicle 1 is standing in theupright state. The following description which will be made withreference to FIG. 4 is based on the premise that the vehicle 1 isstanding in the upright state.

As shown in FIG. 4, the lower cross member 52 includes a front platemember 522 a and a rear plate member 522 b. The front plate member 522 ais disposed ahead of the link support 212. The rear plate member 522 bis disposed behind the link support 212. The front plate member 522 aand the rear plate member 522 b extend in the left-and-right directionof the body frame 21. The front plate member 522 a and the rear platemember 522 b are connected together by a left connecting block 523 a anda right connecting block 523 b. The left connecting block 523 a isdisposed to the left of the link support 212. The right connecting block523 b is disposed to the right of the link support 212.

Returning to FIG. 2, the lower cross member 52 is disposed below theupper cross member 51. The lower cross member 52 extends parallel to theupper cross member 51. A middle portion of the lower cross member 52 isconnected to the link support 212 by a connector I. The lower crossmember 52 turns about a middle down or lower axis Md that passes throughthe connector I to extend in the front-and-rear direction of the bodyframe 21.

A left end portion of the lower cross member 52 is connected to the leftside member 53 by a connector G. The lower cross member 52 turns about aleft lower axis which passes through the connector G to extend in thefront-and-rear direction of the body frame 21.

A right end portion of the lower cross member 52 is connected to theright side member 54 by a connector H. The lower cross member 52 turnsabout a right lower axis which passes through the connector H to extendin the front-and-rear direction of the body frame 21. A length of theupper cross member 51 from the connector E to the connector A is equalor substantially equal to a length of the lower cross member from theconnector H to the connector G.

The middle upper axis Mu, the right upper axis, the left upper axis, themiddle lower axis Md, the right lower axis, and the left lower axisextend parallel to one another. The middle upper axis Mu, the rightupper axis, the left upper axis, the middle lower axis Md, the rightlower axis, and the left lower axis are disposed above the left frontwheel 31 and the right front wheel 32.

As shown in FIGS. 2 and 4, the left side member 53 is disposed to theleft of the link support 212. The left side member 53 is disposed abovethe left front wheel 31. The left side member 53 extends parallel to themiddle steering axis Z of the link support 212. An upper portion of theleft side member 53 is disposed behind a lower portion thereof.

A lower portion of the left side member 53 is connected to the leftbracket 317. The left bracket 317 turns about a left steering axis Xrelative to the left side member 53. The left steering axis X extendsparallel to the middle steering axis Z of the link support 212.

As shown in FIGS. 2 and 4, the right side member 54 is disposed to theright of the link support 212. The right side member 54 is disposedabove the right front wheel 32. The right side member 54 extendsparallel to the middle steering axis Z of the link support 212. An upperportion of the right side member 54 is disposed behind a lower portionthereof.

A lower portion of the right side member 54 is connected to the rightbracket 327. The right bracket 327 turns about a right steering axis Yrelative to the right side member 54. The right steering axis Y extendsparallel to the middle steering axis Z of the link support 212.

Thus, as has been described above, the upper cross member 51, the lowercross member 52, the left side member 53, and the right side member 54are supported by the link support 212 so that the upper cross member 51and the lower cross member 52 are held in postures which are parallel toeach other and so that the left side member 53 and the right side member54 are held in postures which are parallel to each other.

As shown in FIGS. 2 and 4, the steering force transmission 6 includes amiddle transmission plate 61, a left transmission plate 62, a righttransmission plate 63, a middle joint 64, a left joint 65, a right joint66, and the tie-rod 67.

The middle transmission plate 61 is connected to a lower portion of thedownstream side steering shaft 68. The middle transmission plate 61cannot turn relative to the downstream side steering shaft 68. Themiddle transmission plate 61 turns about the middle steering axis Zrelative to the link support 212.

The left transmission plate 62 is disposed to the left of the middletransmission plate 61. The left transmission plate 62 is connected tothe left bracket 317. The left transmission plate 62 cannot turnrelative to the left bracket 317. The left transmission plate 62 turnsabout the left steering axis X relative to the left side member 53.

The right transmission plate 63 is disposed to the right of the middletransmission plate 61. The right transmission plate 63 is connected tothe right bracket 327. The right transmission plate 63 cannot turnrelative to the right bracket 327. The right transmission plate 63 turnsabout the right steering axis Y relative to the right side member 54.

As shown in FIG. 4, the middle joint 64 is connected to a front portionof the middle transmission plate 61 via a shaft that extends in theup-and-down direction of the body frame 21. The middle transmissionplate 61 and the middle joint 64 are able to turn relative to each otherabout this shaft.

The left joint 65 is disposed to the left of the middle joint 64. Theleft joint 65 is connected to a front portion of the left transmissionplate 62 via a shaft that extends in the up-and-down direction of thebody frame. The left transmission plate 62 and the left joint 65 areable to turn relative to each other about this shaft.

The right joint 66 is disposed to the right of middle joint 64. Theright joint 66 is connected to a front portion of the right transmissionplate 63 via a shaft that extends in the up-and-down direction of thebody frame. The right transmission plate 63 and the right joint 66 areable to turn relative to each other about this shaft.

A shaft that extends in the front-and-rear direction of the body frame21 is provided at a front portion of the middle joint 64. A shaft thatextends in the front-and-rear direction of the body frame 21 is providedat a front portion of the left joint 65. A shaft that extends in thefront-and-rear direction of the body frame 21 is provided at a frontportion of the right joint 66.

The tie-rod 67 extends in the left-and-right direction of the body frame21. The tie-rod 67 is connected to the middle joint 64, the left joint65, and the right joint 66 via the shafts. The tie-rod 67 and the middlejoint 64 turn relative to each other about the shaft that is provided atthe front portion of the middle joint 64. The tie-rod 67 and the leftjoint 65 turn relative to each other about the shaft portion that isprovided at the front portion of the left joint 65. The tie rod 67 andthe right joint 66 turn relative to each other about the shaft portionthat is provided at the front portion of the right joint 66.

Next, referring to FIGS. 4 and 5, a steering operation of the vehicle 1will be described. FIG. 5 is a plan view, as seen from above the bodyframe 21, of the front portion of the vehicle 1 with the left frontwheel 31 and the right front wheel 32 turned to the left.

When the rider operates the handlebar 23, the upstream side steeringshaft 60 turns. The turning motion of the upstream side steering shaft60 is transmitted to the downstream side steering shaft 68 via theconnector 80. The downstream side steering shaft 68 turns relative tothe link support 212 about a front steering axis b. In the case of theleft front wheel 31 and the right front wheel 32 being turned to theleft as shown in FIG. 5, as the handlebar 23 is operated, the middletransmission plate 61 turns relative to the link support 212 in adirection indicated by an arrow T about the front steering axis b.

In association with the turning of the middle transmission plate 61 inthe direction indicated by the arrow T, the middle joint 64 of thetie-rod 67 turns relative to the middle transmission plate 61 in adirection indicated by an arrow S. This moves the tie-rod 67 left rearwith its posture kept unchanged.

As the tie-rod 67 moves to the left and rear, the left joint 65 and theright joint 66 of the tie-rod 67 turn in the direction indicated by thearrow S relative to the left transmission plate 62 and the righttransmission plate 63, respectively. This causes the left transmissionplate 62 and the right transmission plate 63 to turn in the directionindicated by the arrow T with the tie rod 67 maintaining its postureunchanged.

When the left transmission plate 62 turns in the direction indicated bythe arrow T, the left bracket 317, which cannot turn relative to theleft transmission plate 62, turns in the direction indicated by thearrow T about the left steering axis X relative to the left side member53.

When the right transmission plate 63 turns in the direction indicated bythe arrow T, the right bracket 327, which cannot turn relative to theright transmission plate 63, turns in the direction indicated by thearrow T about the right steering axis Y relative to the right sidemember 54.

When the left bracket 317 turns in the direction indicated by the arrowT, the left shock absorber 33, which is connected to the left bracket317 via the left front outer tube 333 and the left rear outer tube 335,turns in the direction indicated by the arrow T about the left steeringaxis X relative to the left side member 53. When the left shock absorber33 turns in the direction indicated by the arrow T, the left front wheel31, which is supported to the left shock absorber 33, turns in thedirection indicated by the arrow T about the left steering axis Xrelative to the left side member 53.

When the right bracket 327 turns in the direction indicated by the arrowT, the right shock absorber 34, which is connected to the right bracket327 via the right front outer tube 343 and the right rear outer tube345, turns in the direction indicated by the arrow T about the rightsteering axis Y relative to the right side member 54. When the rightshock absorber 34 turns in the direction indicated by the arrow T, theright front wheel 32, which is supported to the right shock absorber 34,turns in the direction indicated by the arrow T about the right steeringaxis Y relative to the right side member 54.

When the rider operates the handlebar 23 so as to turn the left frontwheel 31 and the right front wheel 32 to the right, the elementsdescribed above turn in the direction indicated by the arrow S. Sincethe elements move the other way around in relation to the left-and-rightdirection, detailed description thereof will be omitted here.

Thus, as has been described above, as the rider operates the handlebar23, the steering force transmission 6 transmits the steering forceaccordingly to the left front wheel 31 and the right front wheel 32. Theleft front wheel 31 and the right front wheel 32 turn about the leftsteering axis X and the right steering axis Y, respectively, in thedirection corresponding to the direction in which the handlebar 23 isoperated by the rider.

Next, referring to FIGS. 2 and 6, a leaning operation of the vehicle 1will be described. FIG. 6 is a front view of the front portion of thevehicle 1 as viewed from the front of the body frame 21, showing a statewhere the body frame 21 leans to the left of the vehicle 1. FIG. 6 showsa state in which the front portion of the vehicle 1 is seen through thefront cover 221 which is indicated by dashed lines.

As shown in FIG. 2, with the vehicle 1 standing in the upright state,when looking at the vehicle 1 from the front of the body frame 21, thelinkage 5 has a rectangular or substantially rectangular shape. As shownin FIG. 6, with the vehicle 1 leaning to the left, when looking at thevehicle 1 from the front of the body frame 21, the linkage 5 has aparallelogram shape. The deformation of the linkage 5 is associated withthe leaning of the body frame 21 in the left-and-right direction of thevehicle 1. The operation of the linkage 5 means that the upper crossmember 51, the lower cross member 52, the left side member 53, and theright side member 54 that define the linkage 5 turn relatively aboutturning axes which pass through the corresponding connectors A, C, E, G,H, I, such that the shape of the linkage 5 changes.

For example, as shown in FIG. 6, when the rider causes the vehicle 1 tolean to the left, the link support 212 leans to the left from thevertical direction. When the link support 212 leans, the upper crossmember 51 turns counterclockwise as seen from the front of the vehicle 1about the middle upper axis Mu that passes through the connector Crelative to the link support 212. Similarly, the lower cross member 52turns counterclockwise as seen from the front of the vehicle 1 about themiddle lower axis Md that passes through the connector I relative to thelink support 212. This causes the upper cross member 51 to move to theleft relative to the lower cross member 52.

As the upper cross member 51 moves to the left, the upper cross member51 turns counterclockwise as seen from the front of the vehicle 1 aboutthe left upper axis that passes through the connector A and the rightupper axis that passes through the connector E relative to the left sidemember 53 and the right side member 54, respectively. Similarly, thelower cross member 52 turns counterclockwise as seen from the front ofthe vehicle 1 about the left lower axis that passes through theconnector G and the right lower axis that passes through the connector Hrelative to the left side member 53 and the right side member 54,respectively. This causes the left side member 53 and the right sidemember 54 to lean to the left from the vertical direction with theirpostures kept parallel to the link support 212.

As this occurs, the lower cross member 52 moves to the left relative tothe tie-rod 67. As the lower cross member 52 moves to the left, theshafts that are provided at the respective front portions of the middlejoint 64, the left joint 65, and the right joint 66 turn relative to thetie-rod 67. This allows the tie-rod 67 to maintain a parallel posture tothe upper cross member 51 and the lower cross member 52.

As the left side member 53 leans to the left, the left bracket 317,which is connected to the left side member 53, leans to the left. As theleft bracket 317 leans to the left, the left shock absorber 33, which isconnected to the left bracket 317, leans to the left. As the left shockabsorber 33 leans to the left, the left front wheel 31, which issupported by the left shock absorber 33, leans to the left with itsposture kept parallel to the link support 212.

As the right side member 54 leans to the left, the right bracket 327,which is connected to the right side member 54, leans to the left. Asthe right bracket 327 leans to the left, the right shock absorber 34,which is connected to the right bracket 327, leans to the left. As theright shock absorber 34 leans to the left, the right front wheel 32,which is supported by the right shock absorber 34, leans to the leftwith its posture kept parallel to the link support 212.

The leaning operations of the left front wheel 31 and the right frontwheel 32 are described based on the vertical direction. However, whenthe vehicle 1 leans (when the linkage 5 is activated to operate), theup-and-down direction of the body frame 21 does not coincide with thevertical up-and-down direction. In a case where the leaning operationsare described based on the up-and-down direction of the body frame 21,when the linkage 5 is activated to operate, the relative positions ofthe left front wheel 31 and the right front wheel 32 to the body frame21 change. In other words, the linkage 5 changes the relative positionsof the left front wheel 31 and the right front wheel 32 to the bodyframe 21 in the up-and-down direction of the body frame 21 to cause thebody frame 21 to lean relative to the vertical direction.

When the rider causes the vehicle 1 to lean to the right, the elementslean to the right. Since the elements move the other way around inrelation to the left-and-right direction, detailed description thereofwill be omitted here.

FIG. 7 is a front view of the front portion of the vehicle with thevehicle 1 leaning and being steered. FIG. 7 shows a state in which thevehicle 1 is steered to the left while being caused to lean to the left.The steering operation turns the left front wheel 31 and the right frontwheel 32 to the left, and the leaning operation causes the left frontwheel 31 and the right front wheel 32 to lean to the left together withthe body frame 21. Namely, in this state, the linkage 5 exhibits theparallelogram shape, and the tie-rod 67 moves towards the left rear ofthe body frame 21 from its position that the tie-rod 67 takes when thebody frame 21 stays in the upright state.

Thus, has been described above, the vehicle 1 of this preferredembodiment includes the body frame 21 that leans to the right of thevehicle 1 when the vehicle 1 turns right and leans to the left of thevehicle 1 when the vehicle 1 turns left; the right front wheel 32 thatturns about the right steering axis that extends in the up-and-downdirection of the body frame 21; the left front wheel 31 that is providedto the left of the right front wheel 32 in the left-and-right directionof the body frame 21 and that turns about the left steering axis that isparallel to the right steering axis; the right shock absorber 34 thatsupports the right front wheel 32 at the lower portion thereof and thatabsorbs the displacement of the right front wheel 32 towards the upperportion thereof in the up-and-down direction of the body frame 21; theleft shock absorber 33 that supports the left front wheel 31 at thelower portion thereof and that absorbs the displacement of the leftfront wheel 31 towards the upper portion thereof in the up-and-downdirection of the body frame 21; and the linkage 5 that supports theright front wheel 32 and the left front wheel 31 so as to be displacedrelative to each other in the up-and-down direction of the body frame21.

The linkage 5 includes the right side member 54 that supports the upperportion of the right shock absorber 34 so as to turn about the rightsteering axis; the left side member 53 that supports the upper portionof the left shock absorber 33 so as to turn about the left steeringaxis; the upper cross member 51 that supports the upper portion of theright side member 54 at the right end portion thereof so as to turnabout the right upper axis that extends in the front-and-rear directionof the body frame 21, supports the upper portion of the left side member53 at the left end portion thereof so as to turn about the left upperaxis that is parallel to the right upper axis, and that is supported onthe body frame 21 at the middle portion thereof so as to turn about themiddle upper axis Mu that is parallel to the right upper axis and theleft upper axis; and the lower cross member 52 that supports the lowerportion of the right side member 54 at the right end portion thereof soas to turn about the right lower axis that is parallel to the rightupper axis, supports the lower portion of the left side member 53 so asto turn about the left lower axis that is parallel to the left upperaxis, and that is supported on the body frame 21 at the middle portionthereof so as to turn about the middle lower axis Md that is parallel tothe middle upper axis Mu.

Next, the body frame 21 will be described in detail by reference toFIGS. 8 to 13. FIG. 8 is a perspective view of the body frame 21. Asshown in FIG. 8, the body frame 21 includes a right frame 40R, a leftframe 40L, the link support 212, an upper bracket 41 and a connectingbracket 70. A front upper portion of the right frame 40R and a frontupper portion of the left frame 40L are connected to an upper portion ofthe link support 212 via the upper bracket 41. A front lower portion ofthe right frame 40R and a front lower portion of the left frame 40L areconnected to a lower portion of the link support 212 via the connectingbracket 70.

In this preferred embodiment, the right frame 40R and the left frame 40Leach include a plurality of metallic pipes which are connected to oneanother. The right frame 40R extends in at least the front-and-reardirection of the vehicle 1. The right frame 40R supports right portionsof the vehicle mounted components excluding the body frame 21. The leftframe 40L is provided to the left of the right frame 40R on the vehicle1. The left frame 40L extends in at least the front-and-rear directionof the vehicle 1. The left frame 40L supports left portions of thevehicle mounted components excluding the body frame 21. In thispreferred embodiment, the right frame 40R and the left frame 40L supportthe engine 25 (refer to FIG. 1) and a rear bracket 49 as the vehiclemounted components.

In this preferred embodiment, the right frame 40R is laterallysymmetrical with that of the left frame 40L. Due to this, the left frame40L will be described by reference to FIG. 8, and a description of theright frame 40R will be omitted here. For reference numerals ofrespective members of the right frame, R is provided in place of L atthe end of each of the reference numerals given to respective members ofthe left frame. The left frame 40L includes a left upper frame 42L, aleft lower frame 43L, a left engine support 44L, and left verticalframes 45L.

The left upper frame 42L and the left lower frame 43L extend in thefront-and-rear direction of the vehicle 1. The left upper frame 42L andthe left lower frame 43L are preferably pipe members. The left enginesupport 44L is provided to the left upper frame 42L at a middle portionthereof in the front-and-rear direction of the vehicle 1.

The left engine support 44L is preferably formed by welding two pipemembers to the left upper frame 42L, for example. A first left fasteninghole 44 b is provided in the left engine support 44L, so that a firstfastening bolt that is fastened to a left portion of the engine 25 isinserted thereinto. A second left fastening hole 43 b is provided at arear end of the left lower frame 43L, so that a second fastening boltthat is fastened to the left portion of the engine 25 is insertedthereinto. The left portion of the engine 25 is supported to the leftframe 40L by the first fastening bolt and the second fastening bolt.

The two left vertical frames 45L connect the left engine support 44L andthe left lower frame 43L together. The left vertical frames 45L arepreferably pipe members. The left engine support 44L and upper portionsof the left vertical frames 45L are welded together. The left lowerframe 43 and lower portions of the left vertical frames 45L are weldedtogether.

The rear bracket 49 is connected to a rear end of the left upper frame42L. The left frame 40L supports a left portion of the rear bracket 49.A rear suspension device that hangs the rear wheel 4 is attached to therear bracket 49.

The upper bracket 41 connects a front portion of the right upper frame42R and a front portion of the left upper frame 42L to the link support212. The upper bracket 41 is a monolithic and unitary metallic memberthat is preferably made by casting, for example. The upper bracket 41 iswelded to a rear surface of an upper portion of the link support 212.Two insertion holes are provided in a rear portion of the upper bracket41 so as to open to the rear. The front portion of the right upper frame42R and the front portion of the left upper frame 42L are welded to theupper bracket 41 while being inserted into the corresponding insertionholes, respectively.

The link support 212 is located ahead of a front end 40RF of the rightframe 40R and a front end 40LF of the left frame 40L. In this preferredembodiment, a frontmost portion of a portion that is exposed to anexterior of the right lower frame 43R that is a pipe member is calledthe front end 40RF of the right frame 40R. A frontmost portion of aportion that is exposed to an exterior of the left lower frame 43R thatis a pipe member is called the front end 40LF of the left frame 40L. Thelink support 212 is connected to the right upper frame 42R and the leftupper frame 42L via the upper bracket 41. The link support 212 isconnected to the right lower frame 43R and the left lower frame 43L viathe connecting bracket 70.

FIG. 9 is a sectional view of the link support 212. As shown in FIG. 9,the link support 212 supports the middle portion of the upper crossmember 51 and the middle portion of the lower cross member 52 so as toturn. The link support 212 includes a main pipe 212 a, an upper boss 212b, a lower front boss 212 c and a lower rear boss 212 d (an example ofthe turning support). The downstream side steering shaft 68 is insertedinto an interior of a main pipe 212 a. The upper boss 212 b is providedat a front portion of an upper portion of the link support 212. Theupper boss 212 b extends from a front surface of the link support 212 tothe front in the front-and-rear direction of the body frame 21 along themiddle upper axis Mu. The upper boss 212 b is preferably made of acylindrical metallic material. The upper boss 212 b is welded to a frontportion of an upper portion of the main pipe 212 a.

A threaded hole is provided in the upper boss 212 b, so that a fasteningbolt 55 (an example of a shaft) that supports the upper cross member 51so as to turn is inserted thereinto. A through hole 51 a is provided inthe middle portion of the upper cross member 51. A bearing 51 b isprovided in this through hole 51 a. An outer ring 51 b 1 of the firstbearing 51 b is fixed to the upper cross member 51. The fastening bolt55 is inserted into an inner ring 51 b 2 of the bearing 51 b. Thefastening bolt 55 is screwed into a threaded hole 212 b 1 of the upperboss 212 b. A ring-shaped front surface of the upper boss 212 b is in asurface contact with a rear surface of the inner ring 51 b 2 of thebearing 51 b. The inner ring 51 b 2 of the bearing 51 b is pressedagainst the upper boss 212 b by tightening the fastening bolt 55 to befixed to the upper boss 212 b. The upper cross member 51 turns relativeto the upper boss 212 b as a result of the inner ring 51 b 2 and theouter ring 51 b 1 of the bearing 51 b turning relative to each other.

The lower front boss 212 c is provided at a front portion of a lowerportion of the link support 212. The lower front boss 212 c extends fromthe front surface of the link support 212 to the front in thefront-and-rear direction of the body frame 21 along the middle loweraxis Md. The lower front boss 212 c is preferably a cylindrical metallicmember. The lower front boss 212 c is welded to a front portion of alower portion of the main pipe 212 a. Similar to the upper boss 212 b,the lower front boss 212 c supports the front plate member 522 a of thelower cross member 52 so as to turn.

The lower rear boss 212 d is provided at a rear portion of the lowerportion of the link support 212. The lower rear boss 212 d extends tothe rear along the middle lower axis Md in the front-and-rear directionof the body frame 21. Similar to the upper boss 212 b, the lower rearboss 212 d supports the rear plate member 522 b of the lower crossmember 52 so as to turn.

A supporting structure of the lower front boss 212 c and the lower rearboss 212 d on the lower cross member 52 is similar to the supportingstructure of the upper boss 212 b on the upper cross member 51, andtherefore, a detailed description thereof will be omitted here.

Returning to FIG. 8, the connecting bracket 70 connects the frontportion of the right lower frame 43R and the front portion of the leftlower frame 43L to the link support 212. The connecting bracket 70 willbe described in detail by reference to FIGS. 10 to 13. FIG. 10 is a sideview of the connecting bracket 70. FIG. 11 is a top view of theconnecting bracket 70. FIG. 12 is a front view of the connecting bracket70. FIG. 13 is a rear view of the connecting bracket 70.

As shown in FIGS. 10 and 11, the connecting bracket 70 includes amonolithic and unitary connector 71 and an extension 72. The connector71 defines a portion that connects the front end 43RF of the right lowerframe 43R and the front end 43LF of the left lower frame 43L together.The extension 72 defines a portion that extends to the front of thevehicle 1 from the connector 71 to be welded to the link support 212 ata front end thereof.

As shown in FIG. 12, when the vehicle 1 is seen from the front thereof,a weld WE between the extension 72 and the link support 212 is locatedon an imaginary central straight line C1 that passes through the middleupper axis Mu and the middle lower axis Md below the lower rear boss 212d in the up-and-down direction of the body frame 21.

Incidentally, as shown in FIG. 9, the lower cross member 52 includes thefront plate member 522 a (a lower front cross element) that is locatedahead of the link support 212 in relation to the front-and-reardirection of the body frame 21 and the rear plate member 522 b (a lowerrear cross element) that is located behind the link support 212 inrelation to the front-and-rear direction of the body frame 21. The rearplate member 522 b turns about the middle lower axis Md that extends inthe front-and-rear direction of the body frame 21.

According to a preferred embodiment of the vehicle 1, the weld WEbetween the extension 72 and the link support 212 is located on theimaginary central straight line C1 that passes through the middle upperaxis Mu and the middle lower axis Md below the lower rear boss 212 d inthe up-and-down direction of the body frame 21. The weld WE is locatednear the turning center in relation to the left-and-right direction ofthe body frame 21, such that the rear plate member 522 b is disposedclose to the lower rear boss 212 d in relation to the up-and-downdirection of the body frame 21 while avoiding interference of the rearplate member 522 b with the extension 72. As a result, the link support212 has compact dimensions in the up-and-down direction of the bodyframe 21.

In this way, the extension 72 and the lower rear boss 212 d are disposedclose to each other in relation to the up-and-down direction of the bodyframe 21, such that the weld WE is located near the lower rear boss 212d. The extension 72 is connected to the highly rigid right frame 40R andleft frame 40L via the connector 71. Due to this, when the lower rearboss 212 d is monolithic and unitary with the connecting bracket 70 asin the illustrated preferred embodiment, a portion of the torsionalmoment inputted into the connecting bracket 70 from the rear platemember 522 b is transferred to the right frame 40R and the left frame40L, thus making it possible to reduce the torsional moment inputtedinto the link support 212 via the connecting bracket 70. Thissignificantly reduces or prevents the torsional deformation of the linksupport 212. Alternatively, even though the lower rear boss 212 d is notmonolithic and unitary with the connecting bracket 70 as in the casewhere the lower rear boss 212 d is monolithic and unitary with the linksupport 212, the torsional moment inputted into the link support 212from the rear plate member 522 b is absorbed by the right frame 40R andthe left frame 40L, thus making it possible to significantly reduce orprevent the torsional deformation of the link support 212. Thus, thetorsional deformation of the link support 212 is significantly reducedor prevented while preventing an enlargement in the size of the vehicle1 in the up-and-down direction for the reasons described above.

Further, the weld WE is disposed in a location near the lower rear boss212 d to which the torsional moment is inputted in relation to theup-and-down direction of the body frame 21. This also significantlyreduces or prevents the torsional deformation of the connecting bracket70. This reduces the strength that is required for the connectingbracket 70.

Frames extending in the up-and-down direction such as the right verticalconnecting frame 47 and the left vertical connecting frame 48 that areprovided directly behind the link support 212 are preferably membersthat bear torsional forces that are inputted into the link support. Theinventor has studied in detail the mechanism of torsional deformation ofthe link support 212 generated when different forces are inputted intothe right front wheel and the left front wheel as will be describedbelow and discovered that the right vertical connecting frame 47 and theleft vertical connecting frame 48 are preferable to prevent thetorsional deformation of the link support 212.

The following phenomenon is generated sometimes while riding on thevehicle 1 for the reason that the vehicle 1 rides over a step obliquelyor the left and right front wheels pass road surfaces having a differentfrictional coefficient μ when the brake is applied. For example, when agreater resisting force is exerted to the right front wheel 32 than tothe left front wheel 31, a clockwise force is exerted on the lower crossmember 52 of the linkage 5 when seen from above, while acounterclockwise force is exerted on the upper cross member 51 when seenfrom above. The link support 212 supports the upper cross member 51 atthe upper portion and supports the lower cross member 52 at the lowerportion thereof. Due to this, a clockwise force is exerted on the lowerportion of the link support 212 when seen from above and acounterclockwise force is exerted on the upper portion of the linksupport 212 when seen from above. Then, a counterclockwise force actingabout an axis of the link support 212 when seen from above is exerted onthe right upper frame 42R of the main frame 40 that is connected to therear portion of the link support 212, while a clockwise force actingabout the axis of the link support 212 when seen from above is exertedon the right lower frame 43R. The counterclockwise force acting aboutthe axis of the link support 212 when seen from above is exerted on theleft upper frame 42L, while the clockwise force acting about the axis ofthe link support 212 when seen from above is exerted on the left lowerframe 43L. As this occurs, the main frame 40 deforms so that pointssituated away from the link support 212 move away from each other whenseen from above. For example, the rear portion of the right upper frame42R is displaced rightwards, while the rear portion of the right lowerframe 43R is displaced leftwards. Similarly, for example, the rearportion of the left upper frame 42L is displaced rightwards, while therear portion of the left lower frame 43L is displaced leftwards. Whenthe main frame 40 deforms in this way, a torsional deformation isgenerated in the link support 212. The greater the displacement amountof the main frame 40, the greater the torsional deformation amount ofthe link support 212. The inventor has discovered that preventing thedisplacement amount of the main frame 40 significantly reduces orprevents the torsional displacement amount of the link support 212.

Then, in this preferred embodiment, the right vertical connecting frame47 prevents a relative displacement between the right upper frame 42Rand the right lower frame 43 r of the main frame 40. The left verticalconnecting frame 48 prevents a relative displacement between the leftupper frame 42L and the left lower frame 43L of the main frame 40.

Further, the right vertical connecting frame 47 is connected to theupper bracket 41 and the connecting bracket 70 that connect the frontportion of the right upper frame 42R and the front portion of the rightlower frame 43R together in a location behind the linkage 5. Namely, theright vertical connecting frame 47 is provided in the locationrelatively near the link support 212 behind the linkage 5. Similarly,the left vertical connecting frame 48 is connected to the upper bracket41 and the connecting bracket 70 that connect the front portion of theleft upper frame 42L and the front portion of the left lower frame 43Ltogether in a location behind the linkage 5. Namely, the left verticalconnecting frame 48 is provided in the location relatively near the linksupport 212 behind the linkage 5.

The right vertical connecting frame 47 and the left vertical connectingframe 48 that prevent the deformation of the main frame 40 are providedin locations near the link support 212 that define an original pointfrom which the deformation of the main frame 40 originates. This enablesthe right vertical connecting frame 47 and the left vertical connectingframe 48 to significantly reduce or prevent the torsional deformation ofthe link support 212 effectively.

To significantly reduce or prevent the torsional deformation of the linksupport 212, the following constructions (1) to (3) may be used alone orin combination in place of the above right vertical connecting frame 47and left vertical connecting frame 48. According to the followingconstructions (1) to (3), the deformation of the main frame 40 describedabove is also significantly reduced or prevented. (1) A connecting framelocated behind the linkage 5 connects the right upper frame 42R and theleft lower frame 43L together. The deformation of the main frame 40described above is prevented by preventing a relative displacementbetween the right upper frame 42R and the left lower frame 43L. (2) Aconnecting frame located behind the linkage 5 connects the left upperframe 42L and the right lower frame 43R together. The deformation of themain frame 40 described above is prevented by preventing a relativedisplacement between the left upper frame 42L and the right lower frame43R. (3) A frame located behind the linkage 5 connects the right upperframe 42R and the right lower frame 43R together and the left upperframe 42L and the left lower frame 43L together. The deformation of themain frame 40 described above is prevented by preventing a relativedisplace between the right upper frame 42R and the right lower frame 43Rand a relative displacement between the left upper frame 42L and theleft lower frame 43L.

In addition, according to a preferred embodiment of the vehicle 1, asshown in FIG. 9, the middle portion of the lower cross member 52 isattached to the lower rear boss 212 d so as to turn. The weld WE islocated below the lower rear boss 212 d in the up-and-down direction ofthe body frame 21.

A greater force is easily exerted on the lower cross member 52 from thefront wheel 3 than from the upper cross member 51. In this preferredembodiment, the lower rear boss 212 d supports the lower cross member52. The weld WE is provided below the lower rear boss 212 d thatsupports the lower cross member 52. The weld WE is located near theportion on which a great force is exerted, which makes it easy for theright frame 40R and the left frame 40L to bear the torsional moment moreeffectively to significantly reduce or prevent the torsional deformationof the link support 212. This also significantly reduces or prevents thedeformation of the connecting bracket 70 more effectively.

According to a preferred embodiment of the vehicle, as shown in FIG. 11,the front end 40RF of the right frame 40R and the connecting bracket 70are welded together at a right weld WR. The right frame 40R extends tothe right and the rear from the right weld WR. The front end 40LF of theleft frame 40L and the connecting bracket 70 are welded together at aleft weld WL. The left frame 40L extends to the left and the rear fromthe left weld WL. A front portion of the extension 72 is located betweena right edge WRE of the right weld WR where the right frame 40R and theconnecting bracket 70 are welded together and a left edge WLE of theleft weld WL where the left frame 40L and the connecting bracket 70 arewelded together in the left-and-right direction of the body frame 21.

The upper cross member 51 turns about the middle upper axis Mu thatpasses through the middle portion thereof in the left-and-rightdirection of the body frame 21. The lower cross member 52 turns aboutthe middle lower axis Md that passes through the middle portion thereofin the left-and-right direction of the body frame 21. Due to this, whenthe extension 72 is disposed between the right edge WRE of the rightweld WR and the left edge WLE of the left weld WL in the left-and-rightdirection of the body frame 21, the extension 72 is disposed close tothe upper cross member 51 and the lower cross member 52 in theup-and-down direction while avoiding interference thereof with the uppercross member 51 and the lower cross member 52. This easily prevents anenlargement in the size of the vehicle 1.

According to a preferred embodiment of the vehicle 1, as shown in FIG.9, when the vehicle 1 is seen from a side thereof, the front end 40LF ofthe left frame 40L is located behind a rear end of a movable range V ofthe lower cross member 52 on an extension of the middle lower axis Md.The front end 40RF of the right frame 40R, which is not shown, is alsolocated behind the rear end of the movable range V of the lower crossmember 52 as with the front end 40LF of the left frame 40L. At least aportion of the extension 72 is located ahead of the rear end of themovable range V.

In contrast to preferred embodiments of the present invention, when theright frame and the left frame are welded directly to the link support212, the upper cross member 51 or the lower cross member 52 has to bedisposed in a position spaced away from the right frame and the leftframe in the up-and-down direction so as to avoid interference of theupper cross member 51 or the lower cross member 52 with the right frameand the left frame.

In a preferred embodiment of the vehicle 1, however, the front end 40RFof the right frame 40R and the front end 40LF of the left frame 40L arecombined together at the connector 71. The extension 72 that extends tothe front from the connector 71 is welded to the link support 212. Thismakes it difficult for the extension 72 to interfere with the uppercross member 51 and the lower cross member 52, such that the extension72 is disposed in a location close to the upper cross member 51 or thelower cross member 52 in the up-and-down direction of the body frame 21.This prevents an enlargement in the size of the vehicle 1 in theup-and-down direction.

Different from the present preferred embodiment, when the extension 72is connected to the link support 212 in a location closer to the uppercross member 51 than the lower cross member 52, it is preferable thatthe front end 40LF of the left frame 40L and the front end 40RF of theright frame 40R are located behind the rear end of the movable range Vof the lower cross member 52 and that at least a portion of theextension 72 is located ahead of the rear end of the movable range V onan extension of the middle upper axis Mu.

According to a preferred embodiment of the vehicle 1, as shown in FIGS.10 to 13, the lower rear boss 212 d is also monolithic and unitary withthe connecting bracket 70. This reduces the number of parts. Inaddition, this enhances the connecting strength between the lower rearboss 212 d and the connecting bracket 70.

According to a preferred embodiment of the vehicle 1, as shown in FIGS.10 to 13, the connector 71 includes a right wall 73 that connects thefront portion of the right frame 40R and a rear portion of the extension72, a left wall 74 that connects the front portion of the left frame 40Land the rear portion of the extension 72, a rear wall 75 that connectsthe front portion of the right frame 40R and the front portion of theleft frame 40L, and a lower wall 76 that connects a lower portion of theright wall 73, a lower portion of the left wall 74, and a lower portionof the rear wall 75. A space S2 that opens upwards is defined by therear portion of the extension 72, the right wall 73, the left wall 74,the rear wall 75, and the lower wall 76.

According to a preferred embodiment of the vehicle 1, locating the spaceS2 in an interior of the connecting bracket 70 reduces the weightthereof more than when no such space is provided in the interiorthereof. In contrast to the present preferred embodiment, the space S2may open downwards. As this occurs, the connector 71 does not includethe lower wall 76 but includes an upper wall that connects an upperportion of the right wall 73, an upper portion of the left wall 74, andan upper portion of the rear wall 75. The space S2 that opens downwardsis defined by the rear portion of the extension 72, the right wall 73,the left wall 74, the rear wall 75, and the upper wall.

According to a preferred embodiment of the vehicle 1, as shown in FIG.11, a front portion of the right wall 73 is located to the left of arear portion thereof and a front portion of the left wall 74 is locatedto the right of a rear portion thereof, when the vehicle 1 is seen fromabove. According to a preferred embodiment of the vehicle 1, a lateraldimension of the front portion of the connector 71 is smaller than alateral dimension of the rear portion thereof. This enables the frontportion of the right wall 73 and the front portion of the left wall 74to be disposed close to the upper cross member 51 or the lower crossmember 52 in the up-and-down direction while avoiding interferencethereof with the upper cross member 51 or the lower cross member 52,thus making it easy to prevent an enlargement in the size of the vehicle1 in the up-and-down direction.

According to a preferred embodiment of the vehicle 1, as shown in FIG.8, the right frame 40R includes the right upper frame 42R that extendsin at least the front-and-rear direction of the vehicle 1 and the rightlower frame 43R that is located below the right upper frame 42R and thatextends in at least the front-and-rear direction of the vehicle 1. Theleft frame 40L includes the left upper frame 42L that extends in atleast the front-and-rear direction of the vehicle 1 and the left lowerframe 43L that is located below the left upper frame 42L and thatextends in at least the front-and-rear direction of the vehicle 1. Thefront portion of the right upper frame 42R and the front portion of theleft upper frame 42L are connected to the upper portion of the linksupport 212 by way of the upper bracket 41.

The upper bracket 41 includes the right upper insertion hole 41 ar intowhich the front portion of the right upper frame 42R is inserted and theleft upper insertion hole 41 a 1 into which the front portion of theleft upper frame 42L is inserted. The connecting bracket 70 includes aright lower insertion hole 43 ar into which the front portion of theright lower frame 43R is inserted and a left lower insertion hole (notshown) into which the front portion of the left lower frame 43L isinserted. The upper bracket 41 and the connecting bracket 70 areconnected together by a right vertical frame 45R that extends in theup-and-down direction of the body frame 21 and a left vertical frame 45Lthat extends in the up-and-down direction of the body frame 21 and thatis located to the left of the right vertical frame 45R.

According to a preferred embodiment of the vehicle 1, the connectingstrength of the upper bracket 41 and the connecting bracket 70 isenhanced by the right vertical frame 45R and the left vertical frame45L, thus making it easy to fix relative positions thereof to the rightupper insertion hole 41 ar, the left upper insertion hole 41 a 1, theright lower insertion hole 43 ar, and the left lower insertion hole.When fabricating the body frame 21, the right upper frame 42R, the leftupper frame 42L, the right lower frame 43R, and the left lower frame 43Lmay be temporarily assembled together in advance to fabricate a firstassembly. In addition, the upper bracket 41, the link support 212, andthe connecting bracket 70 may be temporarily assembled together inadvance to fabricate a second assembly. According to a preferredembodiment of the vehicle 1, in assembling the first assembly to thesecond assembly, the working efficiency is enhanced when inserting therespective front portions of the frames into the corresponding insertionholes.

According to a preferred embodiment of the vehicle 1, as shown in FIG.11, the right end of the extension 72 is located to the left of theright end of the link support 212, and the left end of the extension 72is located to the right of the left end of the link support 212 inrelation to the left-and-right direction of the vehicle 1. In this way,the extension 72 is thinner than the link support 212 in relation to theleft-and-right direction of the body frame 21, and therefore, it becomeseasier to avoid interference of the extension 72 with the upper crossmember 51 and the lower cross member 52.

In the preferred embodiments described above, the right frame 40R andthe left frame 40L are described as supporting the engine 25 and therear bracket 49 as vehicle mounted components. However, the presentinvention is not limited to this structure. For example, the right frame40R and the left frame 40L may support a pivot arm linkage of a swingunit for the rear wheel, a fuel tank, a suspension device that supportsthe rear wheel and the like as vehicle mounted components.

In the preferred embodiments described above, the upper cross member 51includes the upper front cross element that is disposed ahead of thelink support 212 but does not have a cross element that is disposedbehind the link support 212. The lower cross member 52 includes thelower front cross element that is disposed ahead of the link support 212and the lower rear cross element that is disposed behind the linksupport 212. However, the present invention is not limited to thisstructure. The upper cross member 51 may include the upper front crosselement disposed ahead of the link support 212 and a cross elementdisposed behind the link support 212, and the lower cross member 52 mayinclude the lower front cross element disposed ahead of the link support212 and the lower rear cross element disposed behind the link support212. Alternatively, the upper cross member 51 may include a single crosselement disposed ahead of or behind the link support 212, and the lowercross member 52 may include a single cross element disposed ahead of orbehind the link support 212. In any case, the weld WE between theextension 72 and the link support 212 is preferably provided below thelower rear cross element.

In the preferred embodiments described above, the link support 212 isdescribed as being monolithic and unitary with the turning support,however, the link support 212 may be a separate element from the turningsupport.

In the preferred embodiments described above, the left shock absorber 33and the right shock absorber 34 each preferably include the pair oftelescopic elements. However, depending upon the specifications of thevehicle 1, the number of telescopic elements that the left shockabsorber 33 and the right shock absorber 34 include individually may beone.

In the preferred embodiments described above, in the left shock absorber33, the left outer tube is described as being situated above the leftinner tube and the left front wheel 31 is described as being supportedrotatably at the lower portion of the left inner tube, and in the rightshock absorber 34, the right outer tube is described as being situatedabove the right inner tube and the right front wheel 32 is described asbeing supported rotatably at the lower portion of the right inner tube.However, the present invention is not limited to this structure. In theleft shock absorber, the left inner tube may be situated above the leftouter tube and the left front wheel may be supported rotatably at thelower portion of the left outer tube, and in the right shock absorber,the right inner tube may be situated above the right outer tube and theright front wheel may be supported rotatably at the lower portion of theright outer tube.

In the preferred embodiments described above, while the left shockabsorber 33 is described as being located to the left side of the leftfront wheel 31, and the right shock absorber 34 is described as beinglocated to the right side of the right front wheel 32, the presentinvention is not limited to this structure. The left shock absorber 33may be situated to the right of the left front wheel 31, and the rightshock absorber 34 may be situated to the left of the right front wheel32.

In the preferred embodiments described above, while the engine 25 isdescribed as supporting the rear wheel 4 so as to oscillate, the presentinvention is not limited thereto. The engine and the rear wheel may beboth supported on the body frame so as to oscillate.

In the preferred embodiments described above, the vehicle 1 includes thesingle rear wheel 4. However, there may be a plurality of rear wheels.

In the preferred embodiments described above, the center of the rearwheel 4 in relation to the left-and-right direction of the body frame 21coincides with the center of the distance defined between the left frontwheel 31 and the right front wheel 32 in relation to the left-and-rightdirection of the body frame 21. Although the structure described aboveis preferable, the center of the rear wheel 4 in relation to theleft-and-right direction of the body frame 21 may not coincide with thecenter of the distance defined between the left front wheel 31 and theright front wheel 32 in relation to the left-and-right direction of thebody frame 21.

In the preferred embodiments described above, the linkage 5 includes theupper cross member 51 and the lower cross member 52. However, thelinkage 5 may include a cross member other than the upper cross member51 and the lower cross member 52. The “upper cross member” and the“lower cross member” are merely so called based on their relativepositional relationship in the up-and-down direction. The upper crossmember is not intended to imply an uppermost cross member in the linkage5. The upper cross member means a cross member that is located above across member that is located therebelow. The lower cross member is notintended to imply a lowermost cross member in the linkage 5. The lowercross member means a cross member that is located below another crossmember that is located thereabove. At least one of the upper crossmember 51 and the lower cross member 52 may include two members of aright cross member and a left cross member. In this way, the upper crossmember 51 and the lower cross member 52 may include a plurality of crossmembers as long as they maintain the link function.

In the preferred embodiments described heretofore, the linkage 5 definesthe parallel four joint link system. However, the linkage 5 may use aconfiguration such as a double wishbone link system.

When the word of “parallel” is used in this description, it means that“parallel” also includes two straight lines which do not intersect eachother as members while they are inclined within an angular range ofabout ±40 degrees. When “along” is used in relation to a direction or amember in this specification, it means that a case is also includedwhere the direction or the member is inclined within an angular range ofabout ±40 degrees. When the expression reading “something extends in acertain direction” is used in this specification, it means that a caseis also included where something extends in the certain direction whilebeing inclined within an angular range of about ±40 degrees with respectto the certain direction.

The terms and expressions that are used in this specification are usedto describe the preferred embodiments of the present invention and henceshould not be construed as limiting the scope of the present invention.It should be understood that any equivalents to the characteristicmatters that are shown and described in this specification should not beexcluded and that various modifications made within the scope of claimsto be made later are permitted.

The present invention can be embodied in many different forms. Thisspecification should be regarded as providing just the preferredembodiments of the principle of the present invention. The preferredembodiments that are at least described or illustrated in thisspecification are so described or illustrated based on the understandingthat the preferred embodiments are not intended to limit the presentinvention.

The present invention also includes all possible preferred embodimentsincluding an equivalent element, a modification, a deletion, acombination (for example, a combination of characteristics that areshared commonly by various preferred embodiments), an improvement and analteration that those skilled in the art to which the present inventionpertains can recognize based on the preferred embodiments disclosed inthis specification. The limitative matters of claims should be construedbroadly based on terms used in the claims and hence should not belimited by the preferred embodiments described in this specification orthe prosecution of this patent application. The preferred embodimentsshould be construed to be non-exclusive. For example, when used in thisspecification, the terms “preferable or preferably” and “may” should beconstrued as being non-exclusive, and hence, those terms mean,respectively, that it is “preferable but not limited thereto” and thatit “may be acceptable but not limited thereto.”

While preferred embodiments of the present invention have been describedabove, it is to be understood that variations and modifications will beapparent to those skilled in the art without departing from the scopeand spirit of the present invention. The scope of the present invention,therefore, is to be determined solely by the following claims.

What is claimed is:
 1. A vehicle comprising: a body frame that leans tothe right when the vehicle turns to the right and leans to the left whenthe vehicle turns to the left; a right front wheel that turns about aright steering axis that extends in an up-and-down direction of the bodyframe; a left front wheel provided to the left of the right front wheelin a left-and-right direction of the body frame and that turns about aleft steering axis that is parallel to the right steering axis; a rightshock absorber supporting the right front wheel at a lower portionthereof and that absorbs a displacement of the right front wheel towardsan upper portion thereof in the up-and-down direction of the body frame;a left shock absorber supporting the left front wheel at a lower portionthereof and that absorbs a displacement of the left front wheel towardsan upper portion thereof in the up-and-down direction of the body frame;and a linkage supporting the right front wheel and the left front wheelso that the right front wheel and the left front wheel are able to bedisplaced relative to each other in the up-and-down direction of thebody frame; wherein the linkage includes: a right side member supportingan upper portion of the right shock absorber so as to turn about theright steering axis; a left side member supporting an upper portion ofthe left shock absorber so as to turn about the left steering axis; anupper cross member supporting an upper portion of the right side memberat a right end portion thereof so as to turn about a right upper axisthat extends in a front-and-rear direction of the body frame, supportingan upper portion of the left side member at a left end portion thereofso as to turn about a left upper axis that is parallel to the rightupper axis, and supported on the body frame at a middle portion thereofso as to turn about a middle upper axis that is parallel to the rightupper axis and the left upper axis; and a lower cross member supportinga lower portion of the right side member at a right end portion thereofso as to turn about a right lower axis that is parallel to the rightupper axis, supporting a lower portion of the left side member at a leftend portion thereof so as to turn about a left lower axis that isparallel to the left upper axis, and supported on the body frame at amiddle portion thereof so as to turn about a middle lower axis that isparallel to the middle upper axis; the body frame includes: a rightframe that extends in at least a front-and-rear direction of the vehicleto support a right portion of a vehicle mounted component other than thebody frame; a left frame that extends in at least the front- and reardirection of the vehicle to support a left portion of the vehiclemounted component other than the body frame; and a link support locatedahead of a front end of the right frame and a front end of the leftframe to support the middle portion of the upper cross member and themiddle portion of the lower cross member so as to be turnable; a turningsupport to which the middle portion of at least one of the upper crossmember and the lower cross member is attached and is located at a rearportion of the link support; the body frame includes a connectorconnecting the front end of the right frame and the front end of theleft frame together and a connecting bracket including a unitaryextension that extends to the front of the vehicle from the connectorand that is welded to the link support at a front end thereof; and whenthe vehicle is seen from the front thereof, a weld between the extensionand the link support is located on an imaginary central straight linethat passes through the middle upper axis and the middle lower axisabove or below the turning support in the up-and-down direction of thebody frame.
 2. The vehicle according to claim 1, wherein the middleportion of the lower cross member is attached to the turning support soas to be turnable; and the weld is located below the turning support inthe up-and-down direction of the body frame.
 3. The vehicle according toclaim 1, wherein a front portion of the extension is located between aright edge of a right weld where the right frame and the connectingbracket are welded together and a left edge of a left weld where theleft frame and the connecting bracket are welded together in a left- andright direction of the body frame.
 4. The vehicle according to claim 1,wherein, when the vehicle is seen from a side thereof, the front end ofthe right frame and the front end of the left frame are located behind arear end of a movable range of the upper cross member or a rear end of amovable range of the lower cross member on an extension of the middleupper axis or the middle lower axis, and at least a portion of theextension is located ahead of the rear end of the movable range.
 5. Thevehicle according to claim 1, wherein the turning support is unitarywith the connecting bracket.
 6. The vehicle according to claim 1,wherein the connector includes: a right wall connecting a front portionof the right frame and a rear portion of the extension; a left wallconnecting a front portion of the left frame and the rear portion of theextension; a rear wall connecting the front portion of the right frameand the front portion of the left frame; and a lower wall connecting alower portion of the right wall, a lower portion of the left wall, and alower portion of the rear wall, or an upper wall connecting an upperportion of the right wall, an upper portion of the left wall, and anupper portion of the rear wall; and a space that opens upwards ordownwards is defined by a rear portion of the extension, the right wall,the left wall, the rear wall, and the lower wall or the upper wall. 7.The vehicle according to claim 6, wherein a front portion of the rightwall is located to the left of a rear portion thereof, and a frontportion of the left wall is located to the right of a rear portionthereof when the vehicle is seen from above.
 8. The vehicle according toclaim 1, wherein the right frame includes: a right upper frame extendingin at least the front-and-rear direction of the vehicle; and a rightlower frame provided below the right upper frame and extending in thefront-and-rear direction of the vehicle; the left frame includes: a leftupper frame extending in at least the front-and-rear direction of thevehicle; and a left lower frame located below the left upper frame andextending in the front-and-rear direction of the vehicle; a frontportion of the right upper frame and a front portion of the left upperframe are connected to an upper portion of the link support via an upperbracket; the upper bracket includes a right upper insertion hole intowhich the front portion of the right upper frame is inserted and a leftupper insertion hole into which a front portion of the left upper frameis inserted; the connecting bracket includes a right lower insertionhole into which a front portion of the right lower frame is inserted anda left lower insertion hole into which a front portion of the left lowerframe is inserted; and the upper bracket and the connecting bracket areconnected together by a right vertical frame extending in theup-and-down direction of the body frame and a left vertical frameextending in the up-and-down direction of the body frame and located tothe left of the right vertical frame.
 9. The vehicle according to claim1, wherein, in relation to a left-and-right direction of the vehicle, aright end of the extension is located to the left of a right end of thelink support, and a left end of the extension is located to the right ofa left end of the link support.